I acquired this plane in January, 2023 at the end of a two-year effort to rescue it from the hangar of a deceased owner, and a very complicated estate situation.

Upon exit from the hangar, we immediately began the process of taking the necessary steps to get it airworthy, as it'd been unflown for a number of years. Additionally, the steps undertaken have also improved it from what was a very, very good condition.

Sidney has repeatedly urged me to advertise it here, as opposed to other venues. As of July 9, 2024 additional maintenance details have been added to this post for clarity.

Times below are approximate, and will change, as I continue flying it:

Continental C85-12, no starter, alternator, or any electrics. Engine TT 1085, TSMOH 348
Airframe time 2380. Airframe time since aircraft rebuild 348
Rebuilt by Dick Hall in the 1990s, always hangared
Ceconite and dope
Maintained by The Cub Doctor, Clyde Smith from rebuild until my purchase
Presently maintained by Scot Prescott (Biplane Investments, Scootair, LLC)
Excellent glass
Minor damage history, properly repaired and documented by Clyde Smith
Prop is in excellent condition. It appeared brand new upon my acquisition, and shows and normal varnish "chip" type separation on the metal leading edge.
Hooker Harness belts and rear harness installed. Cub Doctor front harness brackets installed. I’ve reached out to Clyde to inquire about the best installation method for the front harness, with a single attach point, and which is on hand. Awaiting Clyde’s response.

Engine has chrome cylinders
Standard brakes, Service bulletin to relocate brake master cylinders inboard NOT complied with (in my opinion, this is highly desirable).

A brief, but not at all comprehensive list of recent maintenance actions:
Replaced tailwheel with a Scott 2000
New tires
New brake cylinder diaphragms
New Landing gear bungees
New engine mount rubbers
New exhaust gaskets and clamps
Overhauled muffler from AWI
New ELT batteries
Engine torn down, inspected, new crankshaft (which wasn't necessary in my opinion)
New engine bearings and prop seal
All AD's complied with
All cylinder compressions 78/80 or better

Upcoming Maintenance:
The left hand side exhaust manifold revealed some tiny pinholes, revealing a thinning of the manifold. I asked our local welding guru to attempt to repair them. He TIG welded most of them, but he wasn't happy with the outcome. So I've ordered (a couple of months ago) a new LH exhaust manifold from UNIVAIR, and will replace the existing manifold prior to sale. According to UNIVAIR, my new exhaust manifold should ship in a week or two.

I also own a 1947 J-3, and have previously shared ownership in a PA18-95 (magnificently rebuilt by Scot Prescott). So I'm definitely an experienced, and enthusiastic Cub nut.

This L-4 is actually superior in most respects to my J-3. It's an unbelievable performing, straight-flying Cub.

One might rightfully ask "if it's superior to your J-3, why not sell the J-3 instead?" The answers to that question are numerous. In short, I have an emotional connection to the J-3 due to my relationship with the (also now deceased) seller. Also, the J-3 is a seaplane half of the year. Lastly, I'm on the cusp of installing a new engine and floats on the J-3, which will put it on par (at least in performance) with this L-4.

Here's the Eye Candy, taken very rececently by Heather Forcier.

Price: (Previously $59,000) Now $57,000. Located in Northern Vermont at KFSO, Franklin County State Airport, Highgate, Vermont.

Folks, I only suggested to John, that after all the Aviation Knowledge he's acquired from BT Without giving anything in Return

That he OWED it to the Fine Folks of BT to offer it up here first

A few more pics, taken by me. The object in the bag is a pair of boots I planned to change into after flying.

Jeezus, if I had the hangar space, I’d be writing you a check today.

That is a seriously nice L-4, with a great pedigree.

Duh, saw the -12 the 2nd reading

Beautiful Airplane!

PM sent

Hefley‘s Bonanza is a pristine example and I can only image any airplane he has shares the quality.
Great looking airplane John.

Thanks, Rob.

Very flattering, having had the pleasure of seeing YOUR plane, which is stunning!!

No plane is perfect. We all know that. This L-4 is no exception to that rule. But I'm definitely in love with it. The unfortunate reality is that owning three aircraft, I quickly realized that it's a time commitment to keep up with all three!

My motivation in pursuing this plane was to free it from its purgatory, locked up in that hangar. Once I learned that others had tried and failed, the challenge was became too great to quit.

I'm very proud to have succeeded, and have cared for it as if I were keeping it. Does it still need some TLC? Yep. It's a nearly 80 year-old plane, after all!

I've been very reluctant to advertise it elsewhere, because of the hassle of dealing with tire kickers. Besides, I've been enjoying it myself!!

Condition aside, when an actual buyer comes along, this plane will enter their world with them knowing EVERYTHING I know about it,.whether it's positive or negative.

Original post updated to include engine and airframe times, as well as other recent maintenance details.

This was exactly what I wanted before I wound up with a Stearman.

One of the nicest guys you’ll meet!

I’m sure someone will get a great plane

Good Luck John!

That’s an amazing plane! Thank you for the work you did to keep it flying!

The only two airplanes I've ever owned. I find myself missing my Cub, but sometimes wonder is it the airplane I miss, or the ease of getting it into and out of the hangar?

Hmmm.

A quick plug for John's Cub:

If you were ever thinking about scratching the taildragger itch, this is the airplane for you. It's a very capable platform with the 85-horse motor, and this particular airframe and engine has about the best pedigree you could ask for in the J-3 world. Both in terms of the quality of the restoration, and who's been wrenching on the airplane. There is some real crap out there in Cubland; stuff that can get you killed. This is not one of those airplanes.

You can aviate around in this for 200 hours, scare the crap out of yourself once or twice and in the process, actually learn how to fly an aeroplane. Your pilot's license is just a piece of paper until you've mastered these type airplanes. Then, after your inexpensive education, you can turn around and sell it for what you paid for it.

British Airways Captain Milton Fain said it well:

"A qualified Cub pilot could learn to fly the Concorde well, the reverse is not necessarily the case."